Starting air distributor for diesel engines



Nov. 12, 1929. T. E. SELLDEN 1,735,414

` STARTING AIR DISTRIBUTOR FOR DIESEL ENGINES Filed Aug. 16. 192e 2 sheets-sheet 1 ATTORNEYS.

Nov. l2, 1929. T. E. sr-:LLDEN 1,735,414

STARTING AIR DISTRIBTOR FORDIESEL ENGINES Filed Aug. 16, 1926 2 Sheets-Sheet 2 INVENTOR 4 BY uml/0 Y M A TTORNEYS.

Patented Nov. 12, 1929 UNITED STATES PATENT OFFICE TOR E. SELLDEN, OF OAKLAND, CALIFORNIA, lASSIGNOR r'JTO THE UNION GAS ENGINE COMPANY, OF OAKLAND,KCALIFORNIA, A CORPORATION OF CALIFORNIA f STARTING AIR DISTRIBUTOR FOR DIESEL ENGINES Application ledAugust 16, 1926. Serial No. 129,408.

' This invention relates to a starting air distributor or valve mechanism for direct reversible Diesel engines.

The object of the rpresent invention is to generally improve and simplify the construction and operation of starting air distribution or valves for direct reversal of Diesel engines; to provide an air distributor or valve mechanism which may be directly connected ylo and driven by the cam shaft of the engine and further to provide means whereby the valve mechanism or distributor is automatically set or actuated for a proper timing and admission of starting air both for ahead and astern rotation of the engine.

The invention is shown by way of illustration in the accompanying drawings in' which: Figure 1 is a plan view of the housing carrying the air distributing valve mecha- 80 nisin, said view showing the valve housing secured to the gear housing of the cam shaft and adapted to be connected and driven byy the cam shaft,

Figure 2 1s a bottom view, said view showing the valve distributor 'housing partly iny section, c

s Figure 3 is a cross section taken on the line III-III of Figure 2,

' Figure 4 is a cross section taken on the line IV-IV of Figure 2,

Figure 5 is an end view of the valve hous- Figure 6 is a cross section taken on the line VI-VI of Figure 5, t f

Figure 7 is a cross section taken on the line VII- VII of Figure 6,

-Figure 8 is a cross section taken on th line VIII-VIII of Figure r5,

Figure 9 isa cross section of the distributor valve, f 'Figure 10 isyan end View of the same. rReferring to the drawings in detail and particularly to Figures 1 and `2, A indicates the cam shaft of a Diesel engine, B the gears whereby the cam shaft is driven, C the gear housing and D a lay or control shaft which parallels the cam shaft and which functions as will hereinafter be described.

Secured on 'one side of the gear housing C in alignment with the cam shaft A is a housing generally indicated at E. This housing encloses the air distributing valves and the mechanism'forming the subject matter of the present application. f The housing E consists of two sections generally indicated at 2 and 3. f These sections are secured with relation to each other by means of bolts 4 and they enclose a disc type of valve generally indicated at F. kThis valve being interposed between the housing vsections'2 and 3 and serving the function of directing the air to the several cylinders. f s

- The valve proper is best illustrated in Figures 9 and 10. It consists of a stem 5 onthe inner end of which is secured ory formed a disc 6. Formedin the disc are two ports generally indicated at 7 and 8. The port 8 delivers air for ahead rotation and the port 7 delivers the air for astern rotation. Oney face of the valve 6r is provided with a hublike extension 9 and this is centrally cored out tokformy a central air passage 10 which communicates with the port 8. This structure being resorted to so that air may be delivered separately either to the port 8 or the port 7, as will hereafter be described.

The housing section 2 has six discharge ports formed therein as indicated `at 11, 11, 11", 11, 11d and 11, the ports 11 and 11a being formed in the sides of the casing and the ports 11b, 11, 11d and 11e being formed in the upper face thereof. These ports are all tapped and adapted to receive air delivering pipes which carry the starting air to the respective cylinders. The valve mechanism Lshown in the present instance, is designed for application to a six cylinder direct reversible marine type of Diesel engine. It is for this reason'that six discharge ports arerequired. The number ofy ports may, however, be reeoi duced or increased according to the number of cylinders required. t

The inner facey of the casing section 2 is Hat and forms a seat for the disc valve F.

The face is provided with six ports radially disposed as indicated in Figure 4, these ports being indicated at 12 and 12, 12b, 12, 12d and 12, theport 12 communicating with the discharge port 11 the yport 12a with ythe discharge port 11 and so on. The rotation of the valve ice F over the valve seat of the casing section 2 will, accordingly, deliver the air to the respective ports 12, 12a and so on in successive order and the air Will, accordingly, be de* livered to the respective pipes and cylinders with which they are connected.

The air to Abe distributed is delivered by a supply pipe generally indicated at 14. This pipe is connected With the housing section 3 at one end and vvith a suitable source of air supply under pressure, at is opposite end. The air supply pipe is also provided ivith a shutoiil valve not here illustrated Which is only opened when the. engine is to be started or When maneuvering ahead or reverse. lt should also be understood that the pipes which connect the portsy 11, 11a, etc., vvith the respective cylinders are provided with checli valves and that these valves are placed as close to the cylinders as possible so that air pockets which might effect the compression of the engine are eliminated as much as possible.

Such check valves are in common use in practically all air distribu ing systems and so is Ythe shutoff valve on the supply pipe and itis for this reason that they are not illustrated.

The housing section 3 of the distributor valve casing is divided into three compartments which are best illustrated in Figurey 3. These compartments are indicated at 15, 16 and 1'?. The compartments 15 and 16 are separated through means of the hub extension 9 of the main distributor valve, that is, a partition is formed between the compartments 15 and 16 and the hub member 9 of the valve ente-nds therethrough. The passage 10 and port 8 will thus constantly be in communication with the chamber While the port 7 Will be in constant communication with the chamber 16'.

The air ysupply pipe 1%' communicates directly with the chamber 1? and a valve is placed in this chamber Which directs the aii either intothe chamber 15 or the chamber 16, the air being delivered to the chamber 15 when going ahead and tothe chamber 16 when the engine is being reversed for astern motion. The valve mounted in the chamber 17 is best illustrated in Figures 5, 6 and i". it consists of a hub member 19 which issec'ured on a shaft 2O extending through the outer Wall of the casing. The hub member is provided with a short arm 21 which terminates in a valve 22.

The chamber 17 in which the valve is mounted is separated from the chambers 15 and 16 by a transverse wall 23. Tivo ports 24 and 25 are formed therein. rlhe port 2e communicating With the chamber 15 and the port 25 With the chamber 16. rlhe' ports terminate in valve seats indicated at 26 and the valve 22, during rotation of the shaft 19 will accordingly, swing into alignment with one or another of the ports 2st and 25 and vvill thus admit air to one chamber or anothe Vlie upper face of the valve 22 is provided With rounded knob extension (see Figure Z fr pair of screw plugs 28 and 29 extending through the outer ivall of the casing and disposerL on slight angles aligning With the ports 2li and 25. These plugs serve the function of engaging the rounded extension 27k of the valve and due to thei inclined position, force the valve snugly against one seat or another depending upon the position of the valve. The valve 22 must, of course, assume one position or another depending upon Whether the engine is to be startezl al ead or reversed. lt may here be stated that it cov-ers and closes the port 25 ivhe the ahead rotation is desired and vice versa iviti the port 2l when reverse rotation is desired.

in op rater in starting an engine of this ..11 anni T1i i t t i i 'k a f cnamctei Aias pen y o co anc ta e caic o during the starting operation and While he ay manually position the valve 22 for an ahead or reverse'position, it would be more desirable if positioning of the valve was auto matically taken care of. Such automatic positioning has been take care of in the J. 1 pi osent instance vanu will be more fully described.

By referring to Figure 1, it will be noted that the outer end of the lai or control shaft is indicated at D.

rlhis shaft serves the normal function of automatically positioning the rollers on the fuel rocker arms so as to engage either the ahead fuel cams or the re verse fuel cams as thecase may be. rlhe shaft is rotated tirougli an arc of 180D by means of a hand Wheel the lilie not here shown.

Sufiice it to say'that When the lay shaft assumes one position the rollers on the fuel rocher arms are rotated and when the lay shaft is rotated 180o in ay reverse direction the rollers on the rocher arms Will be correctly positioned for reverse rotation.

This movement of the lay shaft has been taken advantage of to automatically position the valve 22. This is accomplished as folloivsz- Y Secured on the eiid of the layshaft is a cam member 30 (see- Figure 1). Pivotally mounted on the gear housing as at 31, is a rocher lever 32 and carri-d thereby is pin 33 which is engaged by the cam. Rotation of the lay shaft and the cam 30 Will, accordingly, move the rocher lever 32 iii one direction or another and this movement is transmitted topartially rotate the shaft- 19 and thereby automatically position t-lie valve 22.

The motion of the rocher lever 32 being transmitted through the rocker arms 34 and 35 and the intermediate.connecting links rlie link 36 is attached to the rocker arm 32 and the rocher 34 and the linlr 36 connects the rocker arm 34k and the rocker arm 35 whichy Cil is secured on the shaft 19. It is, accordingly, obvious that proper positioning of the valve 22 is automatically obtained through the operation of other means which are controlled and actuated from the operators stand.

As a distributor valve of this character is only required when starting or maneuvering with the engine, it is obvious that continuous rotation ofthe valve F is not required and a clutch has, accordingly, been provided which may be disengaged at will or whenever maneuvering will not be required for some time, thus reducing wear on the distributor valve and the co-operating seat.

The clutch is formed in two parts and is best illustrated in Figures 1 and 2. One part of the clutch is keyed or splined on the end of the cam shaft as indicated at ll() while the other part of the clutch is keyed or otherwise secured on the stem 5 of the distributor valve as indicated at 41. The face of the clutch section 40 is provided with a recess as indicated by dotted lines at 4t2 and the face of the clutch section 4() is provided with a pin 43. The clutch section i-0 is .also provided with an annular groove i4 and this is engageable by a forked operating lever 45.

The clutch L10 is, of course, splined on the end of the shaft and as such may be moved into or out of engagement with the clutch section 41, the pin L1B forming the driving connection and furthermore insures the proper positioning of the valve F, with relation to the came shaft.

When starting or maneuvering the clutch sections are connected and when maneuveringr will not be required for a considerable time the clutch sections are disconnected.

In actual operation, it will be understood that the distributing valve F rotates with the cam shaft in the direction of the arrow a when the engine is rotating ahead and the valve 22 automatically closes the port 25,

at thistime, so that air will enter the chamber l5 and discharge through the passage 10 and port 8 which successively delivers the air to the ports 12, 12, etc., and the connected ports 11, 11a, etc. kThe air discharging from the latter ports being delivered to the respective ycylinders through the counected pipes and check valves as previously described.

The position of the port 8 is such that the air is delivered during the burning cycle or downward stroke of the piston, just after they have passed top or dead center and the air is discharged through the exhaust valves during the return or upward stroke of the piston. On the other hand, when reversing or going astern, the valve 2 is automatically y positioned to close the port 24 and the starting air will thus enter the chamber 1G from where it is distributed to the successive ports 12, 12 and 11, 11, etc., and the connected pipes through the port 7 of the distributing valve. This port being so positioned that the airreaehes the cylinders just after the pistons pass top or dead center when thecrank shaft is reversed and, of course, during the burning cycle so that the air may be exhausted during the neXt upward stroke of the pistons through the exhaust valves. y V i It is due to the fact that the starting air must not enter the cylinders until the pistons have passed top or dead center whether rotating ahead orlrev'erse that the twor ports 7 and 8 are required in the distributing valve. The leading edges 7a and 8a of the respective ports are, in this instance, separatedy by approximately 330, which corresponds to an angle of 16%o of the movementy of the crank shaft or pistons. In other words, the air is admitted yafter the piston has passed top or dead center approximately 8O. This angle may, however, be changed to suit varying installations and crank shaft speeds, but, in this instance, is merely referred to as a matter of explanation. Other features of the invention have 'also been described in more or less detail, and I wish it understood that various changes may be resorted to from time to time, lwithin the scope of the appended claims. Similarly that the materials and finishes of the several parts employed maybe such as the manufacturer'may decide or varying conditions or uses may demand.

Having thus described my invention, what I claim an-ddesire to secure by Letters Patent 1. A starting air distributor of the character described, comprising a casting having a plurality of chambers formed therein, said casting also having a plurality of inletports formed in one face which communicate with the respective chambers, a second casting secured to the first named casting, a disc valve mount-ed within the second named casting and engaging the face of the first named casting in which the inlet ports are formed, saiddisc valve having two port-s formed therein, means for rotating the disc valve so as to bring the ports into and out of register with the inlet ports yin the first named casting, ra partition plate in the second named casting dividing the second named casting into two chambers with 'a stuffing box in sai-d partition, an eX- tension yon the disc valve extending through the stuiiing boX, said extension having aport formed therein which communicates with one of the ports in the disc valve, and means for admitting air under pressure to one or anotherfof the chambers formed in the second named casting. n

2. A starting air distributor of the character described, comprising ak casting having a plurality of chambers formed therein, said casting also having a plurality of inlet ports formed in one face which communicate with f therespeetive ehambers, a seeond casting secured to the first named casting, a dise valve mounted within theY second named casting and engaging the face of the first namedeasting in which the inlet port-s are formed, said dise valve having two ports formed therein,

' means for rotating the dise valve so as to bring the ports into and out of register with the inletports in the iirst named casting, a partition plate in the second named casting dividing the second named casting into two chambers with a stuiiing box in said partition, an extension on the -diso valve extending through the stuing box, said extension having a port Aiormed therein which eommuni- Cates with one of the ports in the diser valve, a valve connected with the second named housing, and means for delivering air under pressure to said valve, said valve adapted to direct the air to one or another of the chambers formed in the second named housing.

3. A starting air distributor of the charaoter described, comprising a Casting having a plurality of Chambers formed therein, said casting also having a plurality of inlet ports formed in one face which communieate with the respective chambers, a second Casting secured to the firstnained Casting, a dise valve mounted within the second named casting and engaging the Jface of the first named easting in which the inlet ports are formed, said dise valve havingy two ports formed therein, means for rotating the dise valve so as to bring the ports into and outof register with t the inlet ports in the first named casting, a

partition plate in the second named casting lividing the second named Casting into two Chambers with a stuiing box in said partition, an extension on the Vdise valve extending through the stuffing box, said extension having a port formed therein which communi Cates with one of the ports in the dise valve, said second named housing having a third chamber formed therein and said second named easing having two ports formed therein, one communicating with one chamber in the second named housing and the second with the other Chamber, both of said ports communicating with the third Chamber, a valve stem entering said third chamber, a valve mounted on the stem within the Chamber, means Jfor imparting a rotary movement to the stem and the valve so as to swing the valve from one port or the other, and a pair of cam members aligning with the ports and engageable with the valve to retain it in tightly Closed position when covering one port or the other.

TOR E. SELLDEN. 

